Cab-fare register.



J. A. KEYES.

GAB FARE REGISTER.

APPLICATION nun JULY '1, 1899.

Patented Aug. 20; 1912.

13 SHEETS-SHEET 1.

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13 SHEETS-SHEET 2.

Patented Aug. 20

EGISTER.

TTORNEY llvl l* 08 s J. A. KEYES.

CAB FARE R APPLICATION FILED JULY 7, 1899.

J. A. KBYES.

GAB FARE REGISTER.

APPLICATION FILED JULY 7, 1899.

Patented Aug 20, 1912 1a snms-sanm 4.

lNVE/VTOH WITNESSES A TTORNEY CDLUMIIA moon!!! co WASHINGTON, n. C.

J. A. KEYES.

GAB FARE REGISTER.

APPLICATION rum) JULY 7, 1899.

Patented Aug. 20, 1912.

l3 SHEETS-SHEET 5.

INVENTOH uklvu A rromv Y m? NI aw m QM QNN 8 6 0 2 re :owwomm s VIII/ IWITNESSES %WMA COLUMBIA ruwoacuwn co.. WASHINGTON, n. c.

J. A. KEYES.

CAB FARE REGISTER.

. APPLICATION FILED JULY '1, 1899.

Patented Aug. 20, 1912.

13 SHEETS-SHEET 8.

ecu-man ruuoonum 110., wumnumn. uc.

J. A. KEYBS.

CAB FARE REGISTER.

APPLICATION FILED JULY 7, 1899.

Patented Aug. 20, 1912.

13 SHEETS-SHEET I.

m new mwm 9m N N B E0 @5 03 INVENTOR WITNESSES TTOHNEY COLUMBIA rumoauum00.. wuumumu, u. c.

J. A. KEYES.

CAB FARE REGISTER.

APPLICATION FILED JULY 7, 1899.

mm 9T Am m 0 H m E @A H Um N AH p M as W 3 EN E g WITNESSES A 0mm LmunnuPLANOGRAPN co. \vAsmun'ro J. A. KEYES.

CAB FARE REGISTER.

urnouxon rum) JULY 7, 1899.

Patented Aug. 20,1912

13 sums-saint 9.

coumau PLANOGRAFH cu WASHINGTON. u. c.

J. A. KEYES.

GAB FARE REGISTER.

nrmouxon rum) JULY '1, 1899.

Patented Aug. 20, 1912.

13 SHEETS-SHEET 10.

INVENTOI? 72 67 ATTORNEY coumuu PLANOCIRAPH ccv. wAsmndmm'n. c.

J. A. KEYES.

CAB FARE REGISTER.

APPLICATION FILED JULY 1, 1899.

1,036,259, Patented Aug. 20, 1912.

13 SHEETS-SHEET 11 INVENTOR COLUMBIA WRAP 60., vusmim'rou. u. c

J. A. KEYES.

CAB FARE REGISTER.

APPLICATION FILED JULY 1, 11:99.

1,036,259, Patented Aug. 20, 1912.

13 SHEETS-SHEET 12.

5 aw ATT RNEY COLUMBIA PLANMRAHI 50.. WASNINOYON. n. c.

77 23* 191 lg/a: 7- BY D UNITED STATES TENT caries.

JAMES ALEXANDER KEYES, OENEW YORK, N. Y., ASSIGNOR, BY MESNEASSIGNMENTS,

TO THE COLUMBIA MOTOR CAR COMPANY, OF HARTFORD, CONNECTICUT, A COR--PORATION OF CONNECTICUT.

CAB-FARE REGISTER.

Specification of Letters Patent.

Patented Aug. 20, 1912.

To all whom it may concern:

Be it known that I, JAMES ALEXANDER KEYEs, ,a citizen of the UnitedStates of America, and resident-of the city of New .York, county of NewYork, and State of New York, have invented certain new and usefulImprovements tin Gab-Fare Registers,-a 0f whichthe following is aspecification.- 7

This invention relates to apparatusor devices to be used in connectionwith vehicles or other conveyances to indicate certain functions in theoperation of theconveyance or the results of such function or operationof the conveyance.

The more particular object of the apparatus in the particular class ofwhich one samplc is herein illustrated and described, is to indicate orregister on any vehicles which are rented or hired, the amount to bepaid for such renting or hire on such basis as may be determined. v

y An object of the apparatus is also to indicate, or to register for,the owner of a vehicle the operation or use of the vehicle on the partof the operator or driver.

Among the objects of this invention are a fare indicating apparatuswhich at all times shall show the amount to be paid by a passenger forthe use of the vehicle; a distinct visible indication-of the figurerepresenting the sum to be paid at any time that a person hiring thevehicle desires to leave it; the full amount of fares which have beenpaid by different passengers to the driver or operator during the entireperiod intervening between the times of inspection; the indication orregistering of a definite minimum charge for the use of the vehicle andthe proper cooperation of the apparatus regarding unit, time or distancecharges with the initialrharge arrangement; the indication in the fullsight of user of the vehicle and otherwise evident display for thepurpose of avoiding dispute between driver and user; completeinterlocking or looking to insure protection of register of operationfor the owner of the vehicle as well as for the operator and for theuser. or either of them, and various other objects for the purpose ofsafeguarding the owner of the vehicle as well as the user of thevehicle, that is the public as well as the driver or operator thereof.

More particularly the purpose of the apparatus herein shown anddescribed is to accomplish some or all of the objects above stated in asingle mechanism, which can be readily set to indicate the amount thatshould be paid by the user of the vehicle in accordance with a legal orprescribed and fixed tariff either by the distance traveled or by thetime the vehicle is used, and involving means whereby either method ofcharge may be readily employed at the option of the passenger; also toinsure the private registering for the owner of the vehicle of theextent of operation by the driver and the amount collected by the driverfrom the passengers, whether by time charge or distance charge, as wellas to insure the returns to the owner for all the revenue bearing use ofthe vehicle, as well as the dead mileage or non-revenue bearing time ofoperation of the vehicle.

A further purpose is to in every respect suit the requirements of thepassenger so far as his preference is concerned as to paying for thetime he occupies the vehicle or the distance he travels with the vehicleand to permit ready change of charge method if desired without waste oftime or dihiculty or chance of loss by owner, operator or passenger.

\Vhereas in the past it has been attempted to provide fare registeringapparatuses sometimes known as taximeters, to accomplish some of thepurposes above indicated, they have one or all involved difiiculties orobjections owing to inconvenience in setting, non reliability inoperation, or cost. But in most cases they have also not offered thefacilities required by the public in the use of vehicles for hire, amongother ways in that a passenger desires to select for himself whether hepays by the distance or pays by the time the vehicle is used. Inaddition registers or taximeters heretofore suggested involved methodsof operation whereby the passenger could impose upon the driver or thedriver could impose upon the owner or the passenger. By my invention Ihave succeeded in overcoming all of the above difliculties and in factany and all difiiculties which may be reasonably anticipated in fareregisters of this character.

Forming part of this specification I have illustrated a fare registerembodying my indriver.

ventions and combinations, but the inventions sought to be coveredhereby are more specifically set forth in the claims annexed hereto andforming a part hereof.

The form I have shown and described is a taximeter or cab fare registerof compact form which can be conveniently installed in a vehicle forhire and which can be readily set when a passenger hiresthe vehicle, toindicate upon operation, what he must ay for the hire on the basis ofcit-her distance traveled :or time usedz Time indicating means controlsthe'apparatus' in part while connections with'the moving parts of thevehicle control the other parts of the apparatus A portion of theregistering mechanism is inaccessible to the driver and only accessibleto the 'owner or inspector representing the owner of the vehicles.Furthermore, though the passenger may have entered the vehicle and moveda short distanceand changes his mind 'ordesiresto change the system onwhichhe wishes to pay for the hire of the vehicle, this apparatuspermits him to do so without charging the mistake to the The two systemsof registration are so connected and interconnected that neither of themcan be used without the other being disengaged and the two systems sofar as the passenger is concerned, rendered wholly independent.Accordingly the distance registering apparatus is uncoupled from themain shaftwhen the time actuating train is connected tot-he main shaft.The uncoupling of the distance train with its indicating and registeringdrums is accomplished 'by the uncoupling of a clutch which operates thesame from the main shaft. And with this is effected the coupling of asecond clutch upon the main shaft with the time train. The main shaftcarries two cyclometer trains, one of which is directly connected so asto register at all times, the second is connected to operate when thetime train is coupled with the main shaft when it operates in unisonwith the main cyclometer. The time train includes clock or timerecording movements for actuating the train at a known rate.

A pair of drums are adapted to the time mechanism and moved in proximityto an opening in the face of the fare register to indicate by figures ontheir surface the amount due, while a screen connected with interlockingmechanism is arranged to show or to conceal the figures on the timemecha nism drums. A second set of dial drums actuated bythe first arefor adding and to talizing the indicated earnings on the time plan,while lastly the auxiliary cyclometer shows to the inspector theextentof use, that is the distance traveled by the vehicle when thepassengers have been charged on the time basis. Similar openings in theface of the fare register permit the passenger to see the figures onindicating and registering drums actuated by the distance train whileshutters obscure such figures when the distance charge basis is not theone elected by the passenger. Totalizing or adding drums indicate to theinspector upon his opening the apparatus the earnings of the vehiclewhen it has been operated on the distance charge basis. 'VVhile finallythe entire operation of the vehicle as to distance traveled is indicatedby the main cyclometer. In addition anindicating signal is displayedwhen the taximeter has not been set for registering charge either bydistance or time, which shows the public that the vehicle is for hire.

This also shows to the owners of the vehicle that no charge is beingrecorded and inspectors or the owner of the vehicle thereby checks thedriver because the latter cannot run his vehicle with a passenger in itwithout avoiding detection.

In order that a minimum charge is indicated to. the passenger should heuse the vehicle for less than the fixed unit of distance the mechanismis so arranged that if the unit of charge is for each half mile, and theleast charge is equivalent to the regular rate for one mile, theregistering drums will indicate the minimum amount after the vehicle hasgone a short distance. Similarly should the passenger elect tov pay onthe time charge basis, the apparatus being set for time charge, itbecomes operative, by special mechanism, only after the vehicle hastraveled a short distance and then registers the minimum time chargeafter which the time charge mechanism proceeds to register by thesmaller units until such time as the settlement is made by thepassenger. hen the passengers alight and settle either by time ordistance of charge, the driver sets the passenger register back to zero,whereupon the registrations open only to the examination of theinspector or owner have become totalized indicating the entire amountthe driver has received from the passengers since the previousinspection and setting of the totaliz-ing mechanism.

It will be seen that in registering the minimum charge of a largeramount than the subsequent units of charge, the apparatus automaticallychanges from abnormal to normal. A feature of importance is found in alocking device for the distance train, which when the apparatus is setat zero holds the actuating mechanism thereof in such a position thatwhen released it will move two units instead of one and that will notinterfere with the same train operating by single units, as forinstance, half miles thereafter. It will also be seen that if thepassenger leaves the vehicle when he has traveled a little over 1%;miles. the farein dicating drums will have been actuated to'shoWachargefor two miles,'but should the trip be-continued no increasedcharge will be registered until the vehicle has traversed thefull twomiles. "The parts and connec tions by which this result is obtained Iterm Advance payment mechanism.

The mechanism by fwhich"5these various registrations are produced *willbe here'1nafter fully described in connection 1 with the accompanyingdrawings, and referred to in the appended claims} -11 V on the line f,f, of Fig. 6.

gearin' gj shown'in igfQ. Fig. 5 isa similar viewpf another portion ofthe-gearing. Fig. 6" is aygepern'pnir view of the assembled mechanismof. the: takimete'r' with the casing removed to" more "clearly"illustrate the same. Fig. 6? is. afaceview of the casing, with thelettering etclflomitte'd. ,]Fig. 7 is an elevation of the, tsximaer asit appears when viewed frofifthnight'hand'side of ig: ig- Sisfiaviiwirrilorigitudinal section, t keapa theiiih ay tr, Fig. Fig; 9 is aviewin longitudinalsection' taken on the line b,' b,"of Figifi withtheuppcrportion of the rocker arm 22 shown broken away. I

Fig. 10 is .a in longitudinalsection taken on the line a, c, of Fig. 6.Fig. 11 is a view in longitudinal section taken on the line (I, d, of 6.Figf12is a View in longitudinal sectiontaken' on'the line e, e, of Fig.6. Fig. 13 is a View in longitudinal section, taken Fig. 14' is a viewin lon itudinal section, taken on the line g, g, 0 Fig. 6. Fig. 15 is aview in longitudinal section taken on the line i, i, of Fig. 6. Fig. 16is a view in longitudinal section, taken on the line t, 't, of Fig.6.Fig. 17 is a fragmentary view in transverse section taken on the line j,j, of Fig. 6. Fig. 18 is a view in cross section taken on the line in,k, of Fig. 6. 'Fig. 18 is .a sectionalview in detail taken on the line18 of Fig. 18; 19 is a view in crcsssection taken on the line Z, l, ofFig. 6. Fig. 20 is a view "in cross section taken on the line m, m, ofFig. 6. Fig. 20" is a detail sectional view, taken on the line 20 ofFig. 20. Fig. 21 is a view in elevation of the lower end of theassembled mechanism illustrated in Fig. 6. Figs. 22, 23, 24, 25, 26 and27 are views in detail illustrating successive steps in the operation ofthe feed pawl, .etc., of the ratchet mechanism of the distance train.-Fig.28 is an enlarged detail sectional view of the distance trainratchet mechanism (Figs. 2227). Fig. 29 is an enlarged sectional viewtaken on the line 29, 2-9 of Fig. 28. Fig. 30 is a similar View of thetime train ratchet. 31 is a sectional view taken on the line 31, 31 ofFig. 28. Fig. 32 is a view in diagram of the mechanism shown in Fig. 6,and Fig. 33 is a similar view, showing the several shafts and thecontrolling slides.

The machine may be said to embody essentially two main trains ofmechanism, one of which. is geared to be driven from the axle orsuitable revolving part of the vehicle and is therefore termed thedistance train, while the other is operatively connected to be driven bya time movement, and is termed the time train. In addition to thesetrains of mechanism, a standard cyclometer is also employed, which beingdriven from the axle or other suitable part of the vehicle, serves toregister the total distance covered by the vehicle. The operation ofthis cyclometer is continuous during the travel or while the vehicle isin motion and ceases when the vehicle is at rest; and it'is notinfluencednor does its action in any manner affect the operation,adjustment, etc, of the mechanism of either the time or distance train.

In deriving motion from separate-sources,

the distance and time trains are rendered independent of each other,except in that the adjustment necessary for setting one train inoperation serves also to lock the other train and thereby preventssimultaneous action of both trains in the particular embodiment hereshown.

The distance train comprises four devices; an indicating cyclometer, bymeans of which the distance traveled is visually indicated to theoccupant of the vehicle; a totalizing cyclometer or permanent register,which serves to totalize the distances shown by the indicatingcyclometer; a charge indicator, which after the first or minimum chargehas been shown, operates in unison with the indicating cyclometer andvisually represents to the passenger the amount due, in dollars andcents at any time according to distance traveled, and a charge totalizeror permanent register, which totalizes the amounts shown by the chargeindicator. These devices above referred to may employ any number ofsuitable drums desired, but for practical purposes, three in each seriesare order, 1'. e., units .or fractions thereof, are operativelyconnected through suitable gearing to move simultaneously at a uniformspeed and under each impluse from the driving gear proper, are causedto-v rotate a quarter revolution This operation results in successiveindications of half miles by the first right hand drum of the distanceindicator and the resulting addition bythe adjoining drums of higherorder. Also in successive indications of. 15- cents, by the coactionofthe. first and second drums. of the charge indicator or of 5alternating with 0 by -the firstdrums thereof and the resulting additionby the adjoining drums ofhigher order.-;.-These totals appear throughsight openings or windows for the information of the. passenger,advising him of the distance traveled and the. proportionate chargeunderdistance rates.

Through the intermeshing gearing employed between the indicatorsandtotalizers, the latter will be correspondingly advanced and maintainedas suggested, by being positively locked against back play, or rotation,when; the indicators are reversed, or set back to zero preparatory tothe next trip or operation, and this is effected manually, by themotorman,v when the. passenger in arriving at his destination, leavesthe vehicle.

The temporary disengagement of the totalizcrs from the indicators inpermitting independent rotation-of the indicators when the latter arebeing turned back to zero is provided for by an interposed clutchforming part of the driving gear.

The distance train when not in operation, is held against play orrotation in either di rection by a system of locking pawls, controlledby a sliding bar or rod. These pawls engage notched hubs of the distanceindicator drums and thereby lock the train through the intermeshingdriving gear. The sliding rod or bar operating the locking pawls, isvertically movable in suitable guides and has a thumb piece or buttonprojecting through an opening in the casing, by means of which, it maybe manually shifted. This thumb piece being as shown, in the interior,accessible to the occupant, enables the occu pant to prevent anypremature setting of the meter for operation, as by the driver.

The distance train is directly controlled by this rod, which in itsupward movement effects all requisite adjustments for setting the trainfor operation and in its downward movement, disengages and locks thedriving gear, etc., and thereby renders the train inoperative.

As above stated, in the particular embodiment of my invention here shownsimultaneous operation of the distance and time trains is prevented, bycausing one train when set for operation to lock the other againstmovement. For example, on the upstroke, the sliding bar of the distancetrain engages and looks a similar bar of the time train, therebyrendering the latter inoperative under such adjustment.

The minimum charge indication, as a first step in the operation of thedistance train, iseffected through impulse ratchet mechanism which isinterposed between the power shaft and the driving gearing of thedistance train. This ratchet mechanism servesprimarily to convert thecontinuous rotary motion transmitted from the axle, during the travel ofthe vehicle, into step by ste or intermittent motion, which istransmitted to the distance train at regular intervals, when the latteris in operation. The impulses imparted to the distance train are timedby a cam, which during each revolution depresses a spring advancedrocker-arm, and the latter on the down stroke, adjusts or sets a feedpawl,,and on the up stroke, under the influence of a retractilc spring,causes the pawl to -advan:e a ratchet a determined number of teeth, Thisratchet is operatively connected to the driving gear of the distancetrain and imparts a regulated motion necessary for effecting successiveindications, of half miles, in the device shown, by the distanceindicator and corresponding charges of fifteen cents by. the chargeindicator.

To. cause the distance train to first indicate the minimum distancecharge of 1 mile 30 cents or double the ordinary show ing mile 15 centsthe stroke of the feed pawl is increased. This is effected by the slidebar, when the distance train is thrown out of operation, which engagesthe rockerarm above referred to, and carries it beyond its usual travel,to. a point where it is sustained, until the bar is again advanced toset the train for operation, when the rockerarm is released by aprojection upon the cam, before mentioned, and under the infiuence of aretractil-e spring, advances the ratchet, which imparts .the requisitemotion for producing the desired indication.

Having thus under the first impulse from the ratchet feed set up anadvance charge of double the amount ordinarily indicated, it becomesnecessary to compensate for the increased movement and this is done byautomatically disengaging the feed pawl, as it advances to impart thesecond impulse. The distance train therefore in failing to respond tothe second impulse remains at rest until the third impulse is given,when the entire train of mechanism under a readjustment of parts, isoperatively connected and answers each impulse of the ratchet by anindication .of mile upon the distance indicator and 15 cents upon thecharge indicator.

The time train comprises in addition to a time movement, three devices:-A charge indicator, or trip register, which serves to visuallyrepresent to the passenger the amount due for the time the vehicle hasbeen engaged or in service, under certain determined time rates; acharge totalizer or permanent register, which totalizes the.

amounts .registered by the indicator, and a totalizing cyclometer, whichregisters the distance traveled by the vehicleunder time rates. -.-.'lhe constructionand operation of these dex ices are substantiallyasimilarto those of the distancev train, :above referred to and 1 they arealso,; in likeimanner controlled by aamanuallyloperated sliding barwhich onjone stroke jefi'ects all necessary adjustments, forjsetting thetime train 1 for operation; and;uponj the ;reverse stroke renders-thetraininoperative by throwing a system of ;'locki 1 g; pawls into action.The charge indicator :of,: this train; is geared through. .a; motion:converter or an impulse ratchet jnrechanism, which latter issubstantially; :t-he; duplicatei ofthat; employed foroperatingthe-distancetrain and is driven by ,atime movement. Power isapplied as before, to the right-hand drum of'the series, whichcontainsperipheral-markings of the lowest order, and through directgearing, motion from the indicator is transmitted to the chargetotalizer so that these devices operate in unison. 4

In resetting the time train or turning the drums of the indicatorbacktotheir initial position, preparatory to the next trip or operation, thetotalizer is thrown out of gear, and being continuously locked againstback play or rotation, it remains at .rest. The cyclometer of the timetrain is geared through a clutch to be driven from. the axle of thevehicle and the sliding bar controlling the train also operates theclutch and thereby throws the cyclometer in and out of operationsimultaneously with a like adjustment of the time indicator andtotalizer.

A detailed description of the construction and operation of a taximeterrepresenting one form of embodiment of my inventions will now be given,reference being had to the accompanying drawings.

The casing A may be of any convenient shape, but is preferablyrectangular and provided with three sight openings or windows, a, a aprotected by glass, through which the distance traveled, charge, etc.,registered by the indicators of the inclosed mechanism may be seen. Whenthe distance train is in operation, the number of miles and half milestraveled by the vehicle, is indicated at the central window a andaproportionate charge therefor is shown at the adjoining window (L3 tothe right; the passenger is thereby fully advised and can makesettlement in accordance therewith. WVhen however, the vehicle isengaged upon time rates and the time train is operating, the proporgearing 6, 7, of the machine.

tionate charge only is indicated and is exposed at the window a, to theleft. Imme- (liately below these openings or windows, a plate a ishinged and has printed thereon the rates at which the vehicle may be engaged. This plate incloses or covers that portion of the casingcontaining openings and windows (1 a", a a a a and 0,. Through thewindows a a, a the amount, etc, registered by the time and distancetotalizers is visible when the plate is swung back and the time trainand standard cyclometers may be seen through the windows a a. Theelongated opening or slot at serves as a guide and also to limit themove ment of a lever a which is pivoted upon t-he'underside of thecasing at a, and is enlarged at its upper free end to serve as a guardor shutterin closing an opening a through which latter the key isinserted for winding, up the time movement. This lever .is swung toclear or close the key opening by a stud a, which projects through-theslot a. The hinged plate is ordinarily secured by being locked againstthe face of the casing, to prevent access by unauthorized persons tothat port-ion inclosed thereby. A bolt or tongue formed in part with orsecured to the hinged plate enters and projects through the opening awhen the plate is lowered and is engaged by a lock a within'the casing,which latter is key-controlled from the exterior in the usual manner.The principal working parts are mounted upon a base plate a, detachablysecured to the back plate of the casing.

In mounting the machine, it is desirable that it should be secured at aprominent point on the vehicle conveniently within sight of thepassenger, and it is therefore preferably arranged as illustrated inFig. l where the setting thumb-piece 17 must be actuated in View of thefare. Power from the vehicle is transmitted to the taximeter by suitablemeans, such for example as illustrated which consists of the gear 1driven from a similar gear upon the axle and carried by a shaft mountedin suitable bearings and from this shaft through the bevel gears 2 and 3to the shaft 4, which may be geared directly or indirectly through bevelgearing to a driving pinion of the worm The worm wheel 7 (see Fig. 20)is keyed upon a short length cross shaft 8 which may be termed the powershaft of the apparatus and from which motion is transmitted to operatevarious mechanisms, in a manner to be hereinafter described. To the leftof the worm wheel 7, a standard cyclometer is mounted upon the sameshaft and comprises, preferably, three drums, 120, 121, 122, freelyrotatable about the shaft, which latter serves merely as a support orcarrier therefor and may be independently rotated without in any mannerdisturbing or interrupting the operation of the cyclometerfThese drumsare marked peripherally as already described.

Suitable transfer gearing well known in the art- -is employed to-operat-ively connect the series of drums and consists, as isclearlyshown in Fig. 20,015 twin pinions 120 121, which are mounted to turnfreely :upon a common shaft and are 'reiative'ly located to continuouslymesh respectively, with equispaeed crown teeth of the units; and tensdrums 121, 122. i

To cause the drums to indicate addition in accordance with the distancetraveled, a step by step motion is transmitted from one drum to the nextof hi hen'end'er, through the transfer gearing aboverferred to andresuits in advancing 'theleftihanddrum 236 degrees or one spacetor-every complete revolution the intermediatddraim, and in rotat-ingthe last inentiforrcd dnnn for "each complete degrees or two spaces 7turn of the right hand drum dish.- is efi-ected by providing the'drum"to are right with circumferential notches or crown teeth 120 1219",which during each revolution of the drumpsuccessivly' engage the pinion120 and camse'i'tlto advance the central drum two spaces. Bylikewiseproviding the drum 12-1 a si" e notch *121,"the requisite motionis pinions 121* tothe left-hand drum, advancing it one space.

As constructed, the'cyclometcr may be operated continuously but islimited to a'maximum indication of 99 miles and zero .fOllows as thenext step intheopcra'tion.

It will be understood of 'coursethat additional drums may .be employedor that any suitable device of this dlass, known "in the art, may besubstituted for that shown.

Motion from the slhattS '(see Fig. '16) is transmitted to thecyc'lometer through the cam 111, rocker-arm 112, spring pressed pawl118, carried by the rocker-arm and ratchet 11'9 integral with thefraction disk. The cam 111 is preferably formed in part with the wormwheel 7 (see Fig. 20) and is keyed to rotate with'the shaft8, beingthereby direct driven.

Referring to Fig. 16, it will be seen that this cam is of the singledrop type, i. 0., it is shaped to'gradually dcpressthe rockerarm and atthe highest point of the throw, suddenly release it, permitting a fullreturn stroke of'the arm-and pawl under the action of a retractilespring '115, which latter is fixed at one end to a stud116 projectingfrom the base plate and has its opposite extremitysecuredtoacranh-arm'or'oif-set 114, of the rock-shaft 113. It will beobserved that the cam does not actdirectl-y upon the rocker arm, butrather upon a spring sus- 'throu gh thetained dog 117 which is limited117* to move in one direction, against the action of its spring.rendered necessary to avoid reversing the mechanism when the vehicle ismoving rearward and during such time, the rocker-arm remains motionlessand the rotation of the cam in a reverse direction merely depresses thedog-swinging it about its pivo'tagainst the action of its=spring, bywhich it is subsequent-ly returned to normal position.

As the cyc'lometer is intended to constitwtean independent totatizenbackplay or rotation is prevented (by a spring pressed locking pawllflk,best shown in Fig. 16.

The distance train comprises a distance indicator cr indicating=cyclometer B, a charge indicator or trip re 'ster C; a distancetctalizer or totalizing cyclometer D, and a vnharge 'or permanentregister E. "ll he distanee indicator and distance ztotalizer as theyvcfii l l be 'hereinai ter' tcrmed, are substantiailyidentical' in bothconstruction and operation, to"=t he standard eyclomcter abovedescribed. The indicator is mounted by a stop and then This is torevolve freely upon a through transverse s'haftSQ, which latter servesonly however as a support thereior and may be rotated or shiftedlateraily without in any manner inter fiering with the operation,adjustment etc., of the indicator.

The only points o-t' difference between this indicator and the standard=cyciometer con sist in the use ofa spur .gear 78, instead of a ratchet,the gear *being tormed in part with the drumfiG'theI-eo'f, and further,in the .provision'of individual locking pawls 61,432, 63, connected to-operate simultaneously, and which. become'active only when the distancetrain is not set for or in o-peratiomandthcn engage the notched hubs andthereby lock the indicator drums 64, 65, '66 against :back play. in allother respects, the construction, etc., is identical, =t-here beingcircumferential notches 80 80 upon he first-or :right hand'drum and asimilar notch 83 upon the central drum, also transfer gearing consistingof twin pinions 8 1, 84, carried by a shaft 82. V

The distance totalizer consists :of three drums 96, 97 98 mounted toturn. freely upon a short cross shaftfiG, and :opcratively connected bytransfer gearing 99, 100. Power from the gear 41, :of the. impulsemechanism is transmitted to the distance totalizer, through theintermeshing spur gear 73, formed in :part or fixed to rotate with thedrum 96 thereof, and operatively connected withan adjoining gear 57.,keyed upon shaft 56,by a clutch,-consisting of one or more sockets oropenings 76 and an engaging-stud 7 7 alined therewith and projectingfrom the gear 57. A spring pressed lock-ing pawl 7.5 engages the teethof :a gear 74 fixed or formed in part with gear :73,

above referred to and prevents back play of the totalizer drums.

By means of the clutch 76, 77, the distance indicator may be thrown inor out of gear with the driving train, the shaft being mov able endwise,operates the same in a manner to be later on described.

The charge indicator comprises three drums 90, 91, 92 freely rotatableupon the shaft- 80, and connected through transfer gearing 90 91, 92*,upon the shaft 82. The drum 90 to the right of the series, is providedwith an integral gear 89, to which motion is transmitted from the chargeindi= cator gear 85 through-intermeshing pinions 86, 88, carried by acommon shaft 87.

The charge totalizer is identical in every respect with thechargeindicator and consists of the drums 103, 104, 105, transfergearing 103 104:,105, and-a gear 69 integral with therfirst drum to theright of the series, to preventback play, a locking pawl68 carried bythe shaft .60 is arranged to engage the gear and is thrownout of actionin amanner to be explainedlater on. Power from the gear 74 istransmitted to the gear 69 through the pinions 101, 101

, carried by shaft 102.

. A spring operated guard or shutter 72 is mounted upon the shaft 80 andserves to shield the indicators from sight while the distance train isinoperative, aswhen separate indicators are used for time and fordistance charge indication.

From the foregoing, it will be understood that the drums of each seriesare operatively connected through transfer gearing, the purpose being ofcourse to effect the necessary addition in registering the totaldistance and charge, etc. as before stated. It will be further observedthat the four groups of drums comprising the distance train areoperatively geared whereby power may be transmitted and applied to therighthand drum of each series.

Attention is also called in the particular form herein shown to thesystem of locking pawls described, which lock the entire train when itis not in use, and thereby render the several devices inoperative and atthe same time maintain the totals indicated by the totalizers.

In the operation of the distance train, motion from a continuouslyrotating shaft is first converted into intermittent or step by stepmotion and then imparted to the driving gear, at regulated intervals.This is accomplished through impulse ratchet mechanism F which Will nowbe described.

\Vhen the distance train is-not set for or in operation, itsdriving-gear is disengaged from the power shaft 8, through the medium ofa manually shifted clutch, the fixed member 10 thereof, which is springadvanced, is

at the same time has a sliding movement, 1 limited by a pin 11 of theclutch sleeve 12, working in a slot 13, extending lengthwise of theshaft.

14, represents the loose member of the clutch which is mounted to rotatefreely upon the shaft 8, endwise movement being prevented by a pin 15entering an annular groove 8 of the shaft.

A single drop cam 18 integral with this clutch member is adapted torepress a spring retracted rocker-arm 20, by engaging a The rocker-arm20 is shown in Fig. 9 in the position it occupies when manually set foroperation on the down stroke of the controlling slide, and the dog 19will engage the cam 18 after said cam has been partially rotated at'thebeginning of the stroke. The construction and operation of therockerarm, dog, cam, etc., are similar to those parts above described'in connection with the standard; cyclometer, and in consequence any,rearward movement of the vehicle will be rendered ineffective for thereason above stated.- 5

The rocker-arm 20 is fixed to or formed in part with a sleeve or tubularrock-shaft 21, to which arms 22, 23, are also fixed, the free end of thearm 22 serving as one point of attachment for the retractile spring 24.A short rack bar 29 pivoted between upper terminal lugs of the arm 23 isguided by a grooved oblique 29, mounted upon an upright of the baseplate, and engages a pinion 30 formed in partwith a sleeve 30 loose uponthe shaft 8. This sleeve also has formed in part with it, a crank arm oroff set 31, upon which the main feed pawl 32 is pivoted and sustained inoperative posit-ion by a suitable stop and spring. Motion from the mainshaft is therefore transmitted through the clutch 10, 14, cam 18, rockerarms 20, 23, rock shaft 21, rack bar and pinion 30 to oscillate the feedpawl.

\Vhen the distance train is not set for or in operation, the pawl istripped by engaging an uprightof the base plate. and thereby disengagefrom the ratchet 40, as is shown in Figs. 11 and 22, but in oscillation,it serves to periodically advance the ratchet a determined number ofdegrees. The intermittent rotation of the ratchet thus effected, istransmitted to the distance train through an intermeshing gear 41integral with the ratchet disk. This gear engages and drives the drumgear 73 of the distance totalizer. Ordinarily therefore an impulse fromthe ratchet mechanism results in a quarter turn of the first orright-hand drum of each series and an accompanying indication andaddition of 1} mile by the distance indicator, 15 cents by the charge Iindicator, and a corresponding movement keyed to and rotates with theshaft 8, and by the totalizers, registering these amounts.

spring sustained dog 19, carried thereby.-

